Car-fender.



P. A. FAUST.

UAR FENDER.

APPLICATION FILED FEB.5,1909.

Patented Aug. 3, 1909.

3 SHEETS-SHEET 1.

INVENTOR.

Paul A- Faust- By ATTORNEY.

P. A. FAUST.

GAR FENDER.

APPLIOATION IILED IEB.'5,1909.

Patented Aug. 3, 1909. 3 SHILIETSSHEBT 2.

INVENTOR. Paul/ Faust BY 2 9% WITNESSES: Q fi M A TTORNE Y.

P. A. FAUST.

OAR FENDER.

APPLIOATION FILED FEB.5,1909.

930,062. Patented Aug. 3, 1 909.

3 SHEETS-SHEET 3.

WITNESSES I N VEN TOR.

flaw/g 61 Paul A-Faust- 1 BY rm.

A TTORNE Y.

UNITED STATEti rirT fThll PAUL A. FAUST, OF ST. LOUIS, llll'hSOURl.

airs-FENDER.

Application filed February 5, 1909. Serial No. 476,297.

Specification of Letters Patent.

Patented Aug. 3, 1909.

To all whom it may concern:

Be it known that I, PAr'i. A. Fnus'r, citizen of the United States esiding at St. Louis,

novel construction of fender more fully set forth in the specification and pointed out in the claims.

In the drawings, Figure 1 is s vertical middle section of the front of a street car showing my invention in side elevstion,

with ports broken away; Fig. 3 is en en large-o elevntional view of the pipin showmg the position of the valves for controlling the admission of the compressed air for nor-- oral and emergency operations; Fig. 3 is s top plan of the novice with car body shown in dotted outline; sig. 4 is top plan of the valves shown in Fig. 2; L'ig. 5 is a side view of the knife-switch contro ling" the current 0 crating the motor; Fig. 6 is s top plan of the air valve which controls the air to the brake-cylinder in the event of collision and of the rack and pinion by which some is o ereted; Fig. 7 is :1 side elevation of Fig. (3: Sis e elevetional detail (ports broken awe-y) of the roar lower end of the hanger which supports the drop fender, a portion of the latter being also shown; Fig. 9 is a section on the line 9-9 of Fig. 4 Fig. 10 is en elevetion of the cross-bar which supports the knife-switch or-eircuit breaker; and Fig. 11 is an end elevations-l detail of the sprin buffer which releases the air to the fender cylinder and broke cylinder upon inzpnct with an object or person on the track.

The object of my invention is to construct a. car-fender which shell be nutoineticely projected against the mils in case n person on the track is struck by the car, the power utilized for this )urpose being the compressed air now generally carried on the car for purposes of operating the brakes.

A further object is to provide menus for automatically breaking the circuit of the electric motor by which the ear is propclled,, .and likewise release the air from the err tank to set the brakes.

A further object is to provide mechanism which in roses of emergency, end before the impact of the car with the person can take place, may be operated by thernotormen, thereby actuating the f endcr, cutting off the current end applying the brakes, the some as if the impeet took place.

A further object is to provide means which in the event of impact or collision, will insure a positive reieese of tlIO'COIDPK'GSSOll air to accomplish the ends sought, and at the some time out off the current operating the motor.

The advantages of the invention will be best apparent from a detailed description thereof which is as follows:

Referring to the drawings, 0, represents at section of a, passenger car, and A, the ordinary apron or stationary fender with which the fronts of street cars ere usually provided.

' R, represents the rolls over which the on" runs. Located on one side the bottom of the oer, usual, is the compressed air tank T, from which leads forward the compressed :innting at the :nrwonair supply pipe p tern trol valve V whence it lends rearward :is p

into the adj-scent end of the broke-0}"- inder 13. From the some end of the brakecylinder. lends forward and upward the exhaust pipe e, the some terminating iii the control-valve V.

All the ports thus for referred to are well known, forming the equipment of the llli r jority of electric rers today, and cbns'titutc no part of my invention. They are however referred to, since my improvement dcponds for its operation on the compressed air released from the tank T.

Depending from the car floor on each side of the front of the car is e U-shnped hanger composed of the vertical arms 71, Y1" and a. forwardly and downwnrdly inclined connecting angle-bar member h, the rear pair of arms 71 of the respective hangers being connected by n cross-bar provided with central wings 2, 2 for the support of on ordinary knife-edge switch or circuit breaker S. The knife-swi tch is herein shown conventionally as it forms per .96 no part of my invention. Leading from the switch are conducting wires 10, w forming a part of the circuit identified with the motor (not shown) by which the car is propelled. Supported by the-engle menibers h of the hangers is the outerfreme of s movable or dro fender F, the body of which is prefere ly composed of cross-slats as shown (Fig.

3), the support of said fender being effected by the studs 3, 3, projecting from the sides of the fender frame and resting on the horizontal legs or webs of the angle member l1 referred to. At the center of the rear, of the drop fender frame is a forked bracket 4 to which is coupled the adjacent end of a link 5 which constitutes the piston rod of the pi ston 6 of the fender cylinder 7, the latter being secured in an inclined position below the floor of the car by means of straps or brackets 8. At a convenient point along the length of the piston rod 5 is formed a rack r with the teeth of which mesh the teeth of a pinion 9 at the adjacent end of the stem 10 of a rotatable cock or valve l1,'th6 stem 10 having also secured thereto, an insulated arm 12 which engages with the switch arm of the switch S (Figs. 1, 3, 5). The valvell is interposed in the path of a bent pipe 1) which connects the pi es 7), p, so that when the valve 11 is rotate to open position (Fig. 6), the compressed air may pass from the air tank T through the pipe 19, into ipe p" thence into pipe 10 and into the bra e cylinder B with the usual results of applying the brakes. In Fig. 1 this valve 1] is shown closed, the arm 12 inclining forwardly, but as the valve is being turned to the right to open position, the arm 12 engaging as it does the switch arm S, will throw the switch arm out of engagement with. its contact arms (Fig. 5) thus breaking the circuit and cutting oil' the power to the motor (not shown). This action of the valve 11 is referred. to at this point to facilitate understanding of the operation of the fender when finallyreviewed.

Depending from the front end of the car platform on each side of the center of the car are pairs of bracket arms l8, 14 through which freely pass and operate the boiler rods 15, the front ends. thereof being: connected by a cross rod 16,.and their rear endstci-mimating in vertically slotted loops 17 through which freely pass the ends of a rear parallel cross rod 18, the parts i5, 165, its, thus collcctivcly forming. a boiler which is normally projectcd toward the apron It by the expanding springs 19, encircling, the rods and conl iincd between the brackets 13 and outer terminal collars 20 on the rods (l igr. H). r

Loosely looped about the rear member 18 of the butler is the crank-arm .21, carried at the end of the stem 22 of a rotary or rock-valve 23, which valve is interposed in the pipe I) leadin from the fender cylinder 7 at a point behim the piston 6 thereof. The forward end of the pipe I) terminates in an cl bow b which connects with the pipe leading from the compresscd air tank T. it will thus be seen that with the rocking of the valve 523 to open position the compressed air will pass -from the pipe p thi ugh bow ii, valve 23, on i; into the r n M red the When the fender frame F rests on the hangers k, h, 71 the rear studs 3 thereof rest behind the wedge-shaped ridges 24 formed on the horizontallegs of the angle members to the rear of the valve 23 is a bent pipe m in the vertical leg of which is mounted a rockvalve 27 to the stem 2Q of which is secured an arm 29 to which is pivotally coupled the lower end of a link 30. The upper end of the link is pivotally coupled at an intermediate point to a vertically oscillating emergency lever 31 pivoted at one end to a bracket 32 in the front of the car, the lever carrying a spring controlled pawl 33 of Well known construction operating in conjunction with. a ratchet 34, likewise secured to the car front. Normally, the valve 27 is closed: but when thc'lcver Si is raised sufficiently to rock'the valve to open position by drawing on the link 30, the valve opens with the result that it allows the compressed air to flow past it from the pipe p-through pipe m and pipe 3) into the fender cylinder 7.

The side buffer members 15 are provided with bevel projections or teeth 35 (Fig. ll) along their bottom edges which act as pawls, the tooth, after it has been forced or pushed through the opening o of the bracket arm 14 locking the member 15 by dropping behind the lower edge of the opening (Fig. 11) and thereby locking the entire butter-frame against a return to its original position after an impact. The advantage of this feature will be better apparent from a description of the operation of the fender which is as followsz-Assume the parts to be'normally as shown in Figs. 1 and 2, and suppose the car strikes a pclsonwllo happens to be standing on the track. 'lheimpact with the person (or object) struck will cause the apron A yielding under the impact to compress the s'pi'il fis' 59, thereby forcing the buffer frame inwardiy. With this inward movement the pawls 35 will be forced from their normai position behind the brackets 13 to a'locked position behind the lower edges of the openings o in the brackets 14 (Fig. 11) thus preventing a return of the buller frame (for the time being) back to its original position. With this inward movement of the buffer frame (comprising the parts 15, 16, 18) the loops 17 cn 'aginp as they do the member 18, the crank. arm 21 will be rocked in proper direction to open the valve 23, thereby allowing compressed air to flow from the ta k 'l" throuch pipes p, I) 1; into the fender cylinder 7 behind the piston 6 thereof. The

Q the piston 6 forward, and this in -z ir will d riv rop fender F forwardg' but in this HM-Tr'QHlEIli) the front Support-mg Sflirlb 3, 3 of said lender 'will some O'gXPOsllZG the recesses 25 of the hangers lhus allowing" l L em-rage the switchmrm S and olii heelectric- 'giower W" in drives me molor 5ml men? or throw- 'olace before open a riwlioally ll 0 ons at all) in order that the oower he rui off before compressed air can *hrouggh chevalve. When the valve ll :iornoressed air flows from the f'illo'ivs there.-

L on the o 'oioiftod released fro J 1i? eleearle vor to the the ratchet 34, and thus prevents oeridental return of the leer to li-S normal position if released.

Having described my invention, what l v l I lender rorwerrlly from its normal position or rest on the ear.

2. in eombmnli' in with :1 cmzrpresseil air lziirli mounied on a car, lL movable fender,-

aod de "ices l or mitomlilieziily releasing the air from t will: or in mpact of the ear Objfl'fi on (he track and applying the to proje -t tho fendei forwardly from ii Lion of rest on the can.

.5. In rombiniltiiln with a compressed air tank and brake eylimler mounted on ii car, a movable lender, and devices for releasing the 'air from the tank to the brake cylinder and simultaneously applying :1 portion of the air to project the fender forwardly from its position of rest on the car.

4 Iii combination with a ('ompressed air tank, brake vylinder and an electric-motor circuit on the car, a movable lender, and devices for releasing the air from the tank to (he broke cylinder, and applying :1 portion ol the air to bread; the circuit rind pro ecl the fender forwardly from its position of rest on the (ll-l.

ln eombinotlon Wit-lifl compressed air ank and brake cylinde mounted on a car, a

viable lender, and devices for automateoll releasing the air f mm the tank to tho :mhe cylinder upon impact of the ear with on ohjoot on the trzwk ancl applying a porn of theair to project the fender for lly from its position of rest on the car.

ln coinhinlitimi with a compressed air 'liiider and in electricmiotor movable fender and doreleasing the air from \lliidQi mi"? intermediate connections between the fender and piston, pipe connections betweenthe air tank and tender cylinder and between. said tank and the brake cylinder, suitable valves controlled by the buller upon impact thereof with an object on the track to release the ai r from the tank to the fender cylinder and actuate the fender, and valves actuated by the intermediate connections between the fender cylinder and dro) fender for releasing the air to the brake cylinder.

9. In. combination with a compressed air tank, brake cylinder and electric-motor circuit on a car, a 'ielding butler, a movable drop fender on the car, a tender cylinder and piston therefor, intermediate connections be tween the fender and piston, pipe connections between the air tank and tender cylinder and between the air tank and brake cylinder, suitable valves controlled by the butter upon impact thereof with an object on the track to release the air from the tank to the fendcr cylinder and forwardly project the fender and actuate the valves responding to the movement of the fender for breaking the circuit and releasing the air from the tank to the brake cylinder.

10. In combination with a drop fender mounted on a car, a compressed air cylinder and piston therefor, a piston-rod connecting the piston to the tender, a brake cylinder, pipes connecting the brake cylinder with a suitable air tank, a rack on the piston rod, a rock valve positioned to control the passage of the air from the air tank to the brake-oyl-. inder, a pinion coupled to the valve and meshing with the rack aforesaid the latter actuating the pinion with any movement of the piston and adapted to rotate the valve to open position to release the air to the brake cylinder upon movement of the fender in proper direction.

11. In combination with a drop fender mounts-:1 on a car, a compressed air cylinder apd piston therefor, apiston rod connecting the piston to the fender, a brake cylinder, an

'ir tank, pipes connecting the tank with the brake cylinder, an electric-motor circuit and switch therefor on the car, a rack on the piston rod, a rock-valve positioned to control the passage of the air from the tank to the brake cylinder, a pinion coupled to the valve and meshing with the rack aforesaid, a inember secured to the valve stem and engaging th switch arm, the rack actuating ion and switch engaging member with a movement of the piston and adapted to retate the valve to open position to release the air to the brake cylinder, and to throw the switch in time to cut of? the current, upon a movement of the piston and fender in proper direction.

12. In combination with a com )ressed air tank on a car, a drop fender move is in a direction lengthwise of the car, a fender cylin.- der having pipe connections leading to the air tank, means for actuating thefender from the fender cylinder, an emergency member, a valve positioned to control the release of the air from the air tank to the fender cylinder, and intermediate connections between the emergency member and valve for opening the latter upon movement of the member in proper direction.

13. In combination with a car, hangers on opposite sides thereof'provided with bottom members having recesses at their front portions, at dro' fender provided with studs rest ing on the id drop through the recesses with a movement of the fender the fender is allowed to drop on to the-rails and devices on the bottom members for engaging the studs for an elevated position of the fender.

14-. In combination with a car, a s ringcontrolled yielding buffer, means on t e car for locking the buffer after im act thereof withan object on the track an preventing the same from resuming its normal position, a fender, and pneumaticall controlled de vices for actuating the fen or with the impact aforesaid.

15. In combination with a car, a buffer, a drop fender movable longitudinally of the car, and pneumaticallylcontrolled mechanorwar d ism for forwardly projecting and drop ing the fender upon impact of the buffer wit an obiect on the track.

11 testimony whereof I affix in presence of two witnesses.

PAUL A. FAUST.

the pinottom members and ada ted to whereby the front of my signature, 

